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Research on Power Enhancement of TCD2015V08 Diesel Engine Based

on One-Dimensional Simulation and Analysis
To cite this article: Zhenghu Chen et al 2018 IOP Conf. Ser.: Earth Environ. Sci. 208 012009

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APEE2018 IOP Publishing
IOP Conf. Series: Earth and Environmental Science 208 (2018) 012009 doi:10.1088/1755-1315/208/1/012009

Research on Power Enhancement of TCD2015V08 Diesel

Engine Based on One-Dimensional Simulation and Analysis

Zhenghu Chen 1, Lian Xie 2, Haikun Shang 2, Jianfeng He 2, Jie Zheng 3, *,

Quanshuai Li 2, Shuainan Shi 2
1
Baoji Military Representative Office, Baoji, China.
2
Hebei Huabei Diesel Engine Plant, Shijiazhuang, China.
3
Zhonghua Communication System Co., Ltd., Shijiazhuang, China.

*Corresponding author e-mail:421618013@qq.com

Abstract. One-dimensional machine modeling of German TCD2015V08 diesel engine

is carried out, and the diesel engine is subjected to parameter calculation and one-
dimensional simulation analysis. The supercharged air parameters, fuel supply advance
angle and compression ratio are analysed in detail under the diesel combustion mode.
The impact on performance, combined with the analysis conclusions, proposes a power-
enhanced design.

1. Introduction
Improving the power of the engine is a goal that engine researchers have been pursuing. The results of
previous studies show that increasing the intake air volume, improving the air flow and combustion in
the cylinder are the main ways to improve the engine power. The power that the diesel engine can emit
is, in the final analysis, the influence of the amount of air to be inhaled and the air-fuel ratio. The optimal
design and matching of the diesel engine boosting system can improve the characteristics of the intake
system in a certain range of speed of the diesel engine, thereby increasing the intake of the diesel engine.
Gas volume, increase power, improve torque characteristics, reduce fuel consumption and smoke. On
the other hand, further optimization and matching design of the fuel supply system can also improve the
in-cylinder combustion process and improve engine power. Therefore, optimization of diesel engine
intake and injection characteristics is of great significance for improving diesel engine performance.

2. The Introduction of TCD2015V08 Diesel Engine Power Enhancement

The main technical parameters of the TCD2015V08 diesel engine produced by DEUTZ in Germany are
as follows.
a) Type: exhaust gas turbocharged water-cooled four-stroke electronically controlled
b) Calibration power / speed: 500 kW/2100 r/min
c) Maximum torque / speed: 2780 N•m/1400 r/min
d) Maximum no-load stable speed: 2310 r/min
e). idle speed: 600 r/min
f) Calibration point fuel consumption rate: ≤245 g/kW•h
The main content of this diesel engine power intensification study, after one-dimensional
performance simulation calculation of diesel engine, based on the calibration point intake and fuel

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APEE2018 IOP Publishing
IOP Conf. Series: Earth and Environmental Science 208 (2018) 012009 doi:10.1088/1755-1315/208/1/012009

supply parameters, considering the structural strength and material characteristics of the whole machine,
the highest combustion pressure is 17.5 MPa, the highest vortex Under the limitation of the front exhaust
temperature of 750 °C, the diesel engine was intensively studied to strengthen the calibration power
to more than 560 kW.

3. The Establishment of TCD2015V08 Diesel Engine Simulation Model

The working process in the diesel engine cylinder is complicated, and it is a comprehensive process
including physical, chemical, flow, heat transfer and mass transfer. In order to obtain the comprehensive
performance parameters of the whole machine, the matching of the diesel engine and the turbocharger,
the problem is simplified, and the following basic assumptions are made:
1) It is considered that the working state parameter is only a single-valued function that changes with
time, and the instantaneous spatial distribution is assumed to be uniform, that is, the pressure,
temperature and concentration of each point in the same instantaneous cylinder are equal. It is also
assumed that during intake, the air entering the cylinder through the boundary of the system and the
residual exhaust gas in the cylinder are instantaneously completely mixed;
2) The working fluid is an ideal gas, which conforms to the ideal gas state equation. Its specific heat,
internal energy and helium parameters are only related to gas temperature and gas composition: the flow
process of the working fluid flowing into or out of the cylinder is regarded as quasi-stable flow, ie
Consider a steady flow within a sufficiently small calculation step;
3) The axial geometry of the pipe is much larger than the radial dimension of the pipe. The axial flow
in the pipe should be much larger than the radial flow effect. Therefore, the radial flow effect is omitted,
and the flow in the pipe is considered to be one-dimensional. For each flow parameter, it should be
understood as the average value of the parameter on the corresponding pipe section.

3.1. Parameter Setting and Model Building

According to some main structural parameters of the supercharged diesel engine (see Table 1), the diesel
engine is simplified into an intake system, a combustion system (cylinder), an exhaust system, a booster
system, an intercooler, and environmental boundaries and corresponding connecting lines. Etc., the
calculation model composed of the model, the calculated model of the supercharged diesel engine is
shown in Figure 1.
Table 1. Main parameters of diesel engine
Item Value
Compression ratio 17.5
Fire order 5-4-8-1-3-7-2-6 *
Engine characteristic
Cylinder arrangement V-shaped 90°angle
parameters
Stroke 4
Number of cylinders 8
Cylinder diameter (mm) 132
Cylinder geometry Travel (mm) 145
Connecting rod length (mm) 262
number of injectors 8
Fuel injection Number of orifices 8
Spray hole diameter (mm) 0.21
Intake valve diameter (mm) 46
Exhaust valve diameter (mm) 42
Intake and exhaust valve IVO: 55.5°CA before top dead center;
parameters IVC: 66.5 °CA after the bottom dead center;
Gas distribution phase EVO: 86°CA before the bottom dead center;
EVC: 54°CA after top dead center.
*Note: The cylinder number in the firing sequence is shown in Figure 1.

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APEE2018 IOP Publishing
IOP Conf. Series: Earth and Environmental Science 208 (2018) 012009 doi:10.1088/1755-1315/208/1/012009

(a) Intercooler model (b) Supercharger model

Figure 1. GT-power based diesel engine one-dimensional simulation model

The intake and exhaust systems mainly include a booster intake line, an intake volume chamber, an
intake manifold, an intake passage, an exhaust manifold, an exhaust manifold, and the like, according
to the intake and exhaust pipes of the diesel engine under study. Engineering drawings and 3D structural
drawings to determine their structural parameters. GT-Power provides a variety of combustion models
including Weber and Double Weber models. The fuel injection amount and the combustion data
obtained from the test can be directly input into the heat release law. The compressor and turbine models
of the supercharger have simple models and complex models. The complex models must be separately
input into the map of the compressor. These parameters are provided by the turbocharger manufacturer.
The user can adjust the flow rate, pressure ratio and efficiency of the supercharger as needed. The
coefficient meets the requirements of diesel engine performance.

3.2. Combustion model

In-cylinder combustion uses an approximate Weber model. According to the test data of the whole bench
test cylinder, the heat release rate curve of the prototype is shown in Figure 2. When modeling, refer to
the heat release rate of the same series of diesel engines and adjust the Weber parameters when the
model is checked. The parameters of the Weber model are shown in Table 2, and the heat release rate
curve is fitted.

Figure 2. Prototype heat release rate

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APEE2018 IOP Publishing
IOP Conf. Series: Earth and Environmental Science 208 (2018) 012009 doi:10.1088/1755-1315/208/1/012009

Table 2. Prototype Weber model parameters

Rotating speed (r/min) 2100 1900 1700 1500 1400 1300 1200 1000
Delayed combustion period (°CA) 14 10 9 8 7.5 8 8 2
Injection time (°CA) -12.5 -12.1 -11.6 -10 -8.7 -11.9 -11.1 -5.5
Pre-combustion duration (°CA) 3 3 3 5 5 3 3 4
Main combustion duration (°CA) 39 38 36 35 32 30 28 30
Post-firing duration (°CA) 50 50 50 45 45 50 50 52
Pre-combustion ratio 0.001 0.003 0.008 0.01 0.01 0.009 0.01 0.01
Afterburning ratio 0.3 0.3 0.25 0.2 0.2 0.2 0.2 0.2
Pre-combustion index 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7
Main combustion index 1 1.2 1.2 1.2 1.3 1.4 1.4 1.4
Afterburning index 1.5 1.5 1.6 2 2 2 2 2

4. Pressurization system enhanced matching research

4.1. Calculation of basic parameters of combustion air

4.1.1. Recirculating oil supply. When the engine power Pe and the rated working speed ne are set, the
circulating oil supply amount mf can be calculated by the formula (1):

  be  Pe
mf = (1)
120  ne  i

Where:  is the number of strokes, four-stroke diesel engine =

i is the number of cylinders in the diesel engine be is the specific fuel consumption of the diesel
engine, the unit is g/kW.h.
It can be calculated from the calculation that the calibration point be is calculated according to 245
g/kW.h, the maximum torque point is calculated according to the maximum value of 213 g/kW.h, and
the maximum value of the circulating oil supply at the calibration point is 0.272 g, and the maximum
torque point is cyclically supplied. The maximum amount of oil is 0.275 g.

4.2. Calculation of combustion air flow and boost pressure ratio

The boost pressure ratio is determined according to the required intake pressure, and the intake pressure
depends on the circulating oil supply amount mf and the excess air coefficient, and the air-fuel ratio is
14.3, and the expression is (3):
 14.3  m f  Tin 0.04    m f  Tin
Pin =  (2)
273   0  Vh  v Vh  v

Pin
0 = (3)
P0

Where: Tin is the intake air temperature, unit K; is 273K, air density in 1bar state;
Vh is a single cylinder displacement in m3;
v is the efficiency of inflation;
Pin is the pressure of the gas in the intake pipe;
P0 is the pressure before the compressor;
Generally, the civil air diesel engine rated point excess air coefficient is ≥ 2, the maximum torque
point rotation speed is low, the fuel has sufficient time and air mixing, so it can take a lower excess air

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APEE2018 IOP Publishing
IOP Conf. Series: Earth and Environmental Science 208 (2018) 012009 doi:10.1088/1755-1315/208/1/012009

coefficient, generally = 1.7 ~ 1.9. Under the current combustion theory and technical conditions, the
excess air coefficient of the rated point of the diesel engine is generally about 1.6 to 1.8, and the excess
air coefficient of the maximum torque point can be reduced to 1.5 to 1.7.
According to this, the required intake pressure of the diesel engine at the rated point and the
maximum torque point can be calculated. Considering the resistance in the intake pipe, air cleaner and
intercooler of the whole vehicle, the design pressure ratio is increased by 0.015 based on the pressure
ratio calculated by the above formula(3), so that:

 =  + 0.15

After the boost ratio is determined, the air flow Qair of the corresponding working point can be
calculated according to the parameter relationship such as displacement and rotation speed, and the
calculation formula is(4):

 0  n  i  Vh 1.29  273  v 2.935    n  i  Vh  v

Q air   = (4)
Tin 120 Tin
From this, it can be calculated that the calibration point boost pressure ratio is 3.72, the maximum
torque point boost pressure ratio is 3.07; the calibration point air flow rate is 3434kg/h, and the maximum
torque point air flow rate is 2206kg/h.

4.3. Performance analysis after initial reinforcement

According to the calculation and matching results, the calculation model is used to simulate the
performance of the whole machine. The required supercharger compressor and turbine flow parameters
are input into the simulation model to simulate the calculated combustion air parameters, and the cycle
injection quantity is increased to obtain the performance parameters after initial strengthening of the
whole machine. See Table 3.

Table 3. Performance parameters after initial strengthening of the whole machine

Rotating speed (r/min) 2100 1900 1700 1500 1400 1300 1100
Power (kW) 561 546 531 480 431 328 227
Air flow (kg/h) 3346 3003 2616 2159 1839 1396 1027
Cycle fuel injection(g) 0.266 0.277 0.297 0.300 0.291 0.246 0.206
Fuel consumption(g/kW.h) 239 231 228 225 227 234 240
Maximum combustion pressure (MPa) 18.7 18.2 17.7 16.3 15.0 11.9 9.4

Pressure ratio 3.59 3.41 3.19 2.89 2.61 2.09 1.69

The joint operation curve is shown in Figure 3.

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APEE2018 IOP Publishing
IOP Conf. Series: Earth and Environmental Science 208 (2018) 012009 doi:10.1088/1755-1315/208/1/012009

Figure 3. Joint running curve

It can be seen from the simulation calculation that the main performance after matching the enhanced
supercharger basically meets the strengthening requirements, but the maximum torque is relatively small
compared with the prototype, and the low speed zone is lower than the prototype.

5. Oil supply advance angle enhancement study

Combined with the calculation result of the supercharging system, based on the turbocharger
characteristic parameters, comprehensive adjustment can be made, and five kinds of supercharged intake
parameter states can be obtained, and then the injection advance angle is changed under each of the
supercharged intake parameters. The data of 25 sets of calibration points and maximum torque points
are obtained, and the power, the maximum combustion pressure and the fuel consumption rate are
comprehensively compared. The calculation results are as follows.
See Table 4 for the comparison of power in different states.

Table 4. Power comparison

Power(kW) 2100 (r/min)
Advance angle(°CA) -8.5 -10.5 -12.5 -14.5 -16.5
Status1 528 539 554 565 573
Status 2 535 547 558 572 582
Status 3 536 551 562 574 583
Status4 538 552 565 575 584
Status 5 539 552 566 578 585
Power(kW) 1400 (r/min)
Advance angle(°CA) -8.5 -10.5 -12.5 -14.5 -16.5
Status 1 472 480 487 493 497
Status 2 468 477 478 457 443
Status 3 461 457 430 415 399
Status 4 418 403 391 373 376
Status 5 356 325 313 297 281

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APEE2018 IOP Publishing
IOP Conf. Series: Earth and Environmental Science 208 (2018) 012009 doi:10.1088/1755-1315/208/1/012009

The comparison of the highest combustion pressures in different states is shown in Table 5.

Table 5. Comparison of the highest combustion pressure

Maximum combustion pressure (bar) 2100 (r/min)
Advance angle (°CA) -8.5 -10.5 -12.5 -14.5 -16.5
Status 1 200 202 205 207 212
Status 2 183 187 192 201 205
Status 3 180 184 187 193 201
Status 4 175 177 183 190 196
Status 5 167 170 175 181 187
Maximum combustion pressure (bar) 1400 (r/min)
Advance angle (°CA) -8.5 -10.5 -12.5 -14.5 -16.5
Status 1 171 174 180 187 195
Status 2 155 163 165 167 168
Status 3 148 149 150 150 151
Status 4 133 136 138 139 141
Status 5 115 114 112 110 110

See Table 6 for a comparison of fuel consumption rates for different states.

Table 6. Comparison of fuel consumption rate

Fuel consumption rate (g/kW.h) 2100 (r/min)
Advance angle (°CA) -8.5 -10.5 -12.5 -14.5 -16.5
Status 1 250 245 242 238 232
Status 2 248 244 240 236 231
Status 3 247 243 239 235 230
Status 4 245 242 238 234 229
Status 5 244 242 238 234 229
Fuel consumption rate (g/kW.h) 1400 (r/min)
Advance angle (°CA) -8.5 -10.5 -12.5 -14.5 -16.5
Status 1 233 228 224 221 219
Status 2 234 230 226 224 221
Status 3 236 231 227 225 223
Status 4 237 233 229 226 224
Status 5 239 236 232 230 229

It can be seen from the simulation calculation that the maximum combustion pressure exceeds the
limit under the premise of meeting the strengthening requirements, limited to the calibration point and
the maximum torque point performance index. Therefore, by selecting a state with a relatively high
maximum combustion pressure, an ideal two-group matching combination can be obtained, which is the
first state, the advance angle is 14.5°CA and the second state, and the advance angle is 14.5°CA.

6. The study of compression ratio optimization

The main goal of compression ratio optimization is to seek the best combination of each parameter
balance under the constraints of design boundary conditions.
Using the one-dimensional performance simulation model, under the above-mentioned two selected
ideal combination conditions, taking the calibration point as the research object and changing the
compression ratio respectively, the performance analysis can be performed through simulation to obtain
the main parameters of the diesel engine under different compression ratios.
The results of the simulation analysis under the first combination are shown in Table 7.

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APEE2018 IOP Publishing
IOP Conf. Series: Earth and Environmental Science 208 (2018) 012009 doi:10.1088/1755-1315/208/1/012009

Table 7. Simulation analysis results under the first combination

Rotating speed (r/min) 2100
Compression ratio 17.5 16.5 15.5 15 14.5
Power (kW) 565 557 555 550 547
Torque (N.m) 2569 2533 2524 2501 2488
Average effective pressure (bar) 22.0 21.7 21.6 21.5 21.4
Intake flow (kg/h) 3507 3540 3549 3569 3580
Cycle fuel injection (g) 0.267 0.265 0.265 0.264 0.264
Fuel consumption rate (g/kW.h) 238 240 241 242 243
Pressure ratio 3.91 3.95 3.96 3.98 3.99
Maximum combustion pressure (bar) 213 192 186 179 171
Vortex front exhaust temperature (℃) 672 675 679 688 693

The results of the simulation analysis under the second combination are shown in Table 8.

Table 8. Simulation analysis results under the second combination

Rotating speed (r/min) 2100
Compression ratio 17.5 17 16.5 15.5 15
Power (kW) 572 568 565 562 550
Torque (N.m) 2601 2583 2569 2556 2528
Average effective pressure (bar) 22.2 22.0 21.9 21.8 21.7
Intake flow (kg/h) 3369 3386 3393 3412 3430
Cycle fuel injection (g) 0.268 0.268 0.268 0.269 0.264
Fuel consumption rate (g/kW.h) 236 238 239 241 242
Pressure ratio 3.65 3.67 3.68 3.70 3.71
Maximum combustion pressure (bar) 202 187 182 173 168
Vortex front exhaust temperature (℃) 682 689 692 701 715

It can be seen from the calculation results that as the compression ratio decreases, the maximum
combustion pressure also decreases. At the same time, the decrease in the combustion rate also causes
the exhaust gas temperature to rise, and the increase in the exhaust temperature increases the thermal
load of the diesel engine. Therefore, the exhaust temperature is also an important control parameter. As
the compression ratio decreases, the power also decreases. The first combined calibration point power
quickly drops below 560 kW, but the maximum combustion pressure still exceeds the design limit, so
the first combination does not meet the optimization requirements; the two combinations are limited to
the calibration point power and the highest combustion pressure, and a compression ratio that satisfies
the optimization model can be selected. When the compression ratio is reduced to 15.5, the parameters
are within the requirements of the optimization model.

7. Post-enhancement performance simulation analysis

Based on the selected matching technology state, the diesel engine external characteristic parameters
are obtained through calculation, see Table 9, the external characteristic curve is shown in Figure 4, and
the combined operation curve is shown in Figure 5.

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APEE2018 IOP Publishing
IOP Conf. Series: Earth and Environmental Science 208 (2018) 012009 doi:10.1088/1755-1315/208/1/012009

Table 9. Simulation calculation results

Rotating speed (r/min) 2100 1900 1700 1500 1400 1300 1100
Power (kW) 562 547 521 473 443 392 259
Torque (N.m) 2551 2751 2927 3011 3022 2880 2251
Air flow (kg/h) 3412 3090 2701 2239 1979 1605 1131
Cycle fuel injection(g) 0.269 0.282 0.292 0.293 0.290 0.285 0.238
Fuel consumption (g/kW.h) 241 235 229 223 220 227 242
Maximum combustion pressure (MPa) 17.3 17.1 16.7 15.6 14.9 12.8 10.0
Pressure ratio 3.7 3.5 3.3 3.0 2.8 2.4 1.9
Vortex front exhaust temperature (℃) 701 695 679 671 662 676 692

Figure 4. External characteristic curve

Figure 5. Joint running curve

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APEE2018 IOP Publishing
IOP Conf. Series: Earth and Environmental Science 208 (2018) 012009 doi:10.1088/1755-1315/208/1/012009

8. Conclusion
Through the use of GT-power software to complete a one-dimensional simulation model establishment
and performance enhancement simulation analysis of a supercharged eight-cylinder diesel engine
(TCD2015V08 model), the different turbocharger technical parameters, different fuel supply advance
angles and different are analyzed. The compression ratio is selected for the diesel engine. A combined
state that meets the research requirements is selected, and the one-dimensional performance simulation
analysis is completed. The final calibration power reaches 562 kW, the maximum combustion pressure
is 173 bar, and its calibration power, maximum combustion pressure, The vortex front exhaust
temperature, compression ratio, and boost pressure (pressure ratio) can meet the requirements of the
optimization model, and all the parameters have reached the expected effect of strengthening the
research.

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